Fluid pressure brake



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7//// Z!:ir y ru ing/42 INVENTOR CLYDE. G. FAR M ER Q44MM ATTORNEY July 28, 1931. c. c. FARMER FLUID PRESSURE BRAKE Filed March 12, 1929 7% n HMS T O 3 Patented July 28, 1931 UNlTED STA'TES PATENT OFFICE A CL DE c. FARMER, or PIrTsBnRGH, PENNSYLVANIA, ASSIGNOR TO THE wEs'rr G-1 I .nrousn AIR. BRAKE COMPANY, or WILMERDING, PENNSYLVANIA, A CORPORA- TIQN or PENNSYLVANIA FLUID PRESSURE BRAKE This invention relates to fluid pressure brakes, and more particularly to' apparatus for charging the brake pipe of a fluid pressure brake system.

With thestandard fluid pressure brake system, an'engineers brake valve device is provided which has a full release position, and in this position, fluid under full main reservoir pressure is supplied to the brake pipe. In another position, known as the running position, fluid is supplied to the,

brake pipe at the standard degree of pressure carried inthe brake system, as deter-' mined by. the setting of a feed valve device. By supplying fluid at main reservoir pressure to the brake pipe in full release position, the release of the brakes at the rear portion f the train is hastened, and the liability of-individual triple valve devices to auto move to release position is reduced,

while the time required to recharge the brake pipe is shortened.

The brake valve device should be left in full release position for an interval of time which should vary, primarily, with the amount of the preceding brake pipe reduction. If, however, the brake valve be held too long in full release position, the brakes atthe forward end of the train will be overcharged, which is undesirable.

The'principal object of my invention is to providemeans associated with a brake valve device for automatically cutting elf thefiow of fluid at main reservoir pressure to the brake pipe in full release position after an interval of time which variesv according to A the extent of the preceding brake pipe reduction, and thereafter supplying fluid to the brake pipe through the feed valve device. In the accompanying drawings; Figure l is a sectional view of a brake valve device and associated means embodying my invention; Figa2 a diagram showing'the port connections-made in the different positions of the brake valve device; Fig.3 a plan view of the brake valve device; and Fig. 4

a sectionalview of a modification employed in connection with'my invention. f V

The brake valve. device shown in Fig. 1 may be of the usual standard construction,

but modified as required for use in connection with my invention, some of the usual ports and passages having been omitted, as not necessary to a clear understanding of the invention. The brake valve device comprises a casing section 1 having a valve seat for a rotary valve 2, contained in valve chamber 3, and adapted to be operated by handle 4. V 7

Contained in the casing is the usualequalizing discharge valve mechanism comprising an equalizing piston 5 and a brake pipe discharge valve 6 adapted to be operated by piston 5. The chamber 6 at one side of the piston 5 is connected through passage 7 to the usual equalizing reservoir 7 and has a passage 8, leading to the seat of rotary valve 2. The chamber 9 at the opposite side of piston 5 is connected to a passage 10, which communicates with the usual brake pipe 11 and also leads to the seat of valve 2. p The means for accomplishing the purposes of my invention, for convenience, are shown as incorporated in a casing section 12 applied to the brake valve casing 1, but may just as Well be embodied in a separate valve casing connected to the brake valve device by. piping. As shown, the casing 12 contains a flexible diaphragm 13 having the chamber 14: at one side connected to a pas- 1Q. sage 15, which leads to the seat of rotary valve 2.

The chamber 16 at the opposite side of the diaphragm is connected to a passage 17, which leads to a timingreservoir or chamber 18. Engaging the underside of diaphragm 13 is the stem 19 of a valve 20, which controls communication from passage .15 to a passage 21, leading to chamber 22 at the spring side of a valve piston 23, said valve piston having a seat gasket 24 at its lower face adapted to engage an annular seat rib 25. p

The area of the valve piston 23 outside the seat rib 25 is'open to a passage 26,'leading to the usual main reservoir 27, and a restricted port 28 in the valve piston connects passage 26 with the spring chamber 22. A coil spring 29 urges the valve piston" to its seat. When the valve piston lifts only ifrom itsseat, communication is estab ished from passage 26 to the usual main reservoir passage 30, which opens 1nto the rotary valve chamber 3.

,A feed valve device 31 6f the =usual c0nstructionpadapted to supply fluid at a reduced pressure to the brake pipe, conneoted toithe pipe 26 and is adapted .to-sup- V stricted port 28 into chamber 22., so that the spring 29,0perates to maintain the valve piston 23 in its seated position.

5 ope-ration, when the brake va'lve handle {is turned to service application is suppliedfrom {the feed valve device, threugh passage '32, cavity 84 in rotary valve 2 to passage35'; through which fiuid flewsto passage 15-, by Way of a restricted port 36in a choke plug 37. From passage 15', fluitlflows to chamber 14 at one side of diaphragm 1 8, and also past the check valve 38 to passage 17 and the timing iIQSGIIVOlT I8, also charging the diaphragm chamber 1'6. The timing reservoir 18 is thus-charged at a predetermined rate, so long as the brake 'valve remains in service application position. Chambers 14 and 16 being hargeth'at 'equal pressures, the -spring 39 ac-ts oil-diaphragm 18 to hold the valve. 20 closed. V r

In service positiom' fluid under pressure is vented ttroin ehamberli of the equalizing discharge vallve mechanism-and from-the equalizing reservoir '7, sothatthe discharge valve "6 is operated by piston '5 in the usual mannerto vent fluid under pressure from the brake pipe i1; I

Upo n movement of the brane valve handle to ielease-position, itOeffGCt the release ot' the' brakes, passage isconnected teenliaust port "through cavity 41 in the 7 rotary valve 2, so that the pressure in-cham- 43 to passage I120 her *is' reduced to atmospheric pressure.

The fluid pressure in chamber 16 and in the timing reservoir 18 then operates to "lift the =diaph-ragm' 13, permittingthe sp ring 42 to unseat the valve 520. Fluid under pressure is-then vented lirem chamber 22 "to pair '15ia1nd t'he atmosphere and the mainreservoir pressure acting on the-area of valve piston 28'outside theseatrib 25 then operates to lift the valve piston from its seat,permitting fluid under pressure to flow yfrom the 'main reservoir 2-7 to passage '80. an'lthe'nce to the rotary valve chamber therotary valve chamber, fluid at main reservoir pressure flovv-s through ports The valve 26) remains open'until the presthis ositien "fluid under ressure.

and thence to the brake sure in the timing reservoir 18 and in chamber 16 has been reduced by flow of fluid through a restricted timing port 44 to such a degree, as to permit the pressure of spring 39 to move the diaphragm '13 and eiiectithe-olosure of the valve 20'.

lVith the valve 20' seated, the chamber .22 is again charged with fluid under pressure as supplied .Ithrough the restricted port 2 8, thus permitting the spring .29 to shift the valve piston 23 to its lower seat. -Further flow of fluid from the main reservoir to the brake pipe is thus prevented.

immediately toliowing the movement of the valve ,piston23 to its seat, thepassage 30 being connected to the bra-lie pipe 11 throughithe rotary valve 2 in release position, the pressure in "said passage reduces to and Withbrake pipe pressure and When the pressure in passage30 reduces below'the settingoi the feed valve device 31', the feed valve "device immediately becomes active, and supplies-fluid under :pressure to 'passage 30, past the check valve 38,;so as to'm'aiu tain the brake pipe pressure :at the normal pressure throughout the period required to fully recharge the brake system,

When a light service reduction in 'bralre pipe pressure is made, say for example, a five. pound reductiomthe value sf spring 39 maybe such as to prevent the opening'oi valve 20 by the relatively light pressure admitted to the 'timing reservoir 18 andthus a high-pressure release 'inshot of fluid is avoided, Where such "an inshot is liable to produce an overcharge of "the brakes at "the head end of the train.

When "a somewhat heavier brake pipe reduction is made and, therefore, a greater pressure is built up in {the timing reservoir 18, a high pressure release inshot Will be obtained, but Will not "be sustained through the maximum period, 'beeause'owing to the relatively "low pressure charge 'in the tint ing reservoir, :t'hepressure will soon be reduced below the value of the spring 39.

lVhen, however, aliu'll service reduction in brake pipe pressure is effected, the tint i-ng reservoir and the chamber, '16 .Wlll be charged up t'ofthe setting of the feed valve '1, and the release "inshot of fiuidwill then continue throughout the inasxnnum predetermined time period.

In the running and the holding positionsot 'the brake valve, the-passage 15 "is also. connected to the atmosphere, so "as to prevent possible. leakage of 'iluid at the rotary valve .lt'rom 'accumulating' in "the timing reservoir '18 and 'in eh'anil'JerIS, While the "brake valve is inthesepositions.

It followsfth'at when a service application of the bra'kes i's made and this "is followediby' itflfit'll'ilal release "in running posiion, the ins'hot valve piston 23 will iopen, but this cannot infiuence brake pipe presbrakepipe through the rotary valve 2 and check valve 33 prevents flow from passage to passage 32, the passage 32 being open to the brake pipe only in the running and "maintaining positions of the brake valve.

It may sometimes be desirable to provide a direct flow of fluid under pressure from the main reservoir to the brake pipe for a longer period than is provided by operation of the hereinbeforedescribed automatic in shot valve means, such as where the fluid pressure brake system of a train is to be charged from zero gage pressure and it is desired to shorten the charging'time.

To accomplish this purpose, a valve 46 is provided which is adapted, when opened, to vent fluidyunder'pressure from chamber 22 0f the valve piston 23 through passage 48 to an atmospheric exhaust port 47. .The valve 46 is provided with an operating stem 49 Mounted on the brake valve handle 4 the main reservoir to'the brake pipe for a longer period than permitted by operation of the automatic inshot valve means, before he moves the brake valve handle to release position, the engineer shifts the member 50 by pushing on the finger piece 58. The lug 54 is thus brought into alinement with the stem 49, so that when the handle 4 is moved to release position,'the lug 54 will engage the stem 49 and thus operate said stem to unseat the valve 46. Fluid under pressure is then vented from the chamber ,22 of the valve piston 23, so that said valve piston is moved from its seat, permitting the flow of fluid directly from the main reservoir to the brake pipe, so long as the handle 4 is held in release position.

. The projection 59 engages the side of the stem 49 while the handle is in release position, so that the member50 is prevented from moving out of its stem engaging position, when said member is released by the engineer.

However, when the handle 4 is moved from release position, the spring acts to shift said member back to its normal pos1- tion, in which the valve stem 49 is not engaged by the lug 54 when the handle is moved to release position.

If it be found necessary or desirable to employ a timing reservoir of so small a volume that the restricted port 36 to correspond with the small volume would be too small to be practicable, then an arrangement such as shown in Fig. 4 may be employed.

In this construction, the restricted port area is provided around and past a stem 60 which loosely fits an opening 61, the space between the stem and the walls of the opening'being such as to provide the desired restricted port area. he stem 60 is carried by a piston 62 and is interposed in passage 35 in place of the choke plug 37. The piston 62 faces the rotary valve side of passage 35 and when fluid under pressure is supplied from the rotary valve 2 to passage 35, the piston 62 will be shifted to the left, against the pressure of a spring 63, until a passage 64 is uncovered by the in vement of the piston. Fluid un-i der pressure then flows through the passage '64 ant around the stem 60 to the diapl'iragm chamber side of passage 35.

Whileone illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims. 1 1

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

r 1. In a fluid pressure brake, the combination with a brake pipe, a main reservoir, a feed valve device for supplying fluid at a reduced pressure to the brake pipe, and a brake valve device having a service application position in which fluid under pressure is vented from the brake pipe and a release position in which fluid under pressure is supplied from the main reservoir to the brake pipe, of a timing reservoir, means for charging said reservoir through the 0peration of said feed valve device while the brake valve device is in service position, andmeans controlled by the pressure in thetiming reservoir for controlling communication through which fluid under pressure is supplied from the main reservoir to the brake pipe. i

2. In a fluid pressure brake, the combin tion with a brake pipe, a main reservoir, and a brake valve device having a release position in which fluid under pressure is supplied from the main reservoir to the brake pipe, of valve means automatically operative in the release position of said brake valve device for first supplying fluid. under pressure from the main reservoir and then at a reduced pressure to the brake pipe, and means under the control of the engineer for supplying fluid from the main reservoir to the brake pipe inrthe release position of the brake valve device, independently of the' operation of said valve means.

3. In a 'fluidlpressure brake, the combination With a brake pipe, a main reservoir,

' and a brake valve device having a release position in which fluid under pressure is supphed from the main reservoir topthe brake pipe, of valve means automatically operative in the release position of said brake valve device for supplying fluid un-, der, pressure from the main reservoir to the brake pipe for a limited periodof time, and means controlled by the engineer for supplying fluid from the main reservoir to the brake pipe in the release position of the brake valvedevice regardless of the operationof said valve means.

4. In a fluid pressure brake, the combination with a brake pipe, a main reservoir,

and a brake valve device having a release position 1n whichfluid underpressure is supplied from the main reservoir to thebrake pipe, of valve means automatically position in which fluid under pressure is supplied from the main reservoir to the brake pipe, ofavalve device for controlling communication through Which fluid under pressure is supplied from the mainireservoir to the brake pipe, -auton1atic,-'means for controllingthe operation or" said valve device, and means 'operative'loy the engineer foral-so controllingthe operation of said valve device.

6. Ina fluid pressure brake, the'combina- 'tion With a brake pipe, a-main reservoir, and a brake valve-device having an operating handleand having a release position in from the main reservoir to the brake pipe, a valve operable :to vent fluid under pressure-from said valve device, and meanscontrolled by the engineer for operating said valve upon gmovement of the lorake valve handle to release position.

8. In a fluid pressure bra kefthe combina- :tion with a brake pipe, a main reservoir,

brake valve handle to release-position.

9. In a fluidpressure brake, the combinationwith a brake pipe, amainreservoir, and a brake valve device having'an operating handle and having a release position in Which fluid under pressure is supplied from the main reservoir to the brake pipe, of a valve device operatedupon a reduction in fluid pressure for opening communication from the main reservoir .to the brake pipe, a valve operable to vent fluid under pressure from said valve device, amember associated With the brake valve handle and; adapted to effect the operation of said valve upon movement of the brake valve handle to release position, and means for maintaining said member inoperative to effect thefoperation of said valve unless said member is operated by the engineer. r I

In testimony whereof I have hereuntoset my hand this 26th day of February, 1929.

' CLYDE C. FARMER.

which fluid 'under pressure is supplied from V the main reservoir to the brake pipe, of a valve device for controlling communication through which fluid is supplied from the main reservoir to the brake pipe, and means under the control of the engineer and operative upon movement of the brake valve handle to release position for eflecting the operation ofsaid valve device.

i 7 In a fluid pressure brake, the combination with a brake pipe, a main reservoir, and

"a brake valve device'having an operating handle and having a release position in 'Which fluid under pressure is supplied from the main reservoir to the brake pipe, of a valve device operated upon a reduction in r. fluid pressure :t'oropening communication 

